Tail dragger
Join Date: Jun 2007
Location: In the books
Posts: 9
Likes: 0
Received 0 Likes
on
0 Posts
3 Pointers
Horatio,
I was taught when doing my tail wheel endo that there is a time and a place for both types. On the one hand, a 3 pointer is good for reducing tyre wear and for reducing the landing role, however a wheeler is better for direction control (if I remember correctly). At any rate, I was taught the 3 point method first, and told off if I attempted wheelers instead!
Dude.
I was taught when doing my tail wheel endo that there is a time and a place for both types. On the one hand, a 3 pointer is good for reducing tyre wear and for reducing the landing role, however a wheeler is better for direction control (if I remember correctly). At any rate, I was taught the 3 point method first, and told off if I attempted wheelers instead!
Dude.
3 Pointers Vs Wheelers
I have had both an RV6 and a C150 taildragger. I have also flown other taildraggers ofcourse. What I have found is that some lend themselves to wheeler landings (the RV6) and other aircraft lend themselves to 3 point landings. I found the RV6 very easy to land on its wheels and somewhat less easy to 3 point and the C150 exactly the opposite. Still other aircraft (Decathalon / citabria/ pawnee) didnt appear, to me, to be easier one way or the other. So it would appear to me that you tend to support whichever method you are adopting at the time, depending on the aircraft you are flying at the time. I would be interested in comments from high time taildragger pilots on this theory, since I have only about 200Hrs on taildraggers 
Join Date: Aug 2007
Location: in the desert
Posts: 37
Likes: 0
Received 0 Likes
on
0 Posts
3 Pointers Vs Wheelers
Arnold E,
The 3 pt v wheeler arguement is as old and black & white as the Cessna v Piper arguement.
Those that wheel it on swear by it and will argue all day about the advantages of it (me included, 4000+ hrs TW up to 100 landings in a day). Those other type of TW pilots, they just perform a semi controlled crash at low speed at the end of every flight ( just kidding), but will argue all day about the advantages of their method. Stangely there seems to be no middle ground.
While it is true that some aircraft lend themselves more one method than the other (they tell me that wheeling a Pitts isn't a real option) at the end of the day its what works for you that matters.
Cheers,
PW
The 3 pt v wheeler arguement is as old and black & white as the Cessna v Piper arguement.
Those that wheel it on swear by it and will argue all day about the advantages of it (me included, 4000+ hrs TW up to 100 landings in a day). Those other type of TW pilots, they just perform a semi controlled crash at low speed at the end of every flight ( just kidding
), but will argue all day about the advantages of their method. Stangely there seems to be no middle ground. While it is true that some aircraft lend themselves more one method than the other (they tell me that wheeling a Pitts isn't a real option) at the end of the day its what works for you that matters.
Cheers,
PW
they tell me that wheeling a Pitts isn't a real option
Join Date: Jun 2007
Location: New Zealand
Age: 37
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Hi there,
If you are after a tail wheel rating, I can give you one at South Canterbury Aeroclub in Timaru. We have a 160hp Supercub, most students take around 5 hours to get the rating, depending on how you go it may be less. The cub is $183 dual an hour. I have alot of experience in tail wheel aircraft ranging from microlights to piper cubs and Pawnees. Give us a call if your keen
If you are after a tail wheel rating, I can give you one at South Canterbury Aeroclub in Timaru. We have a 160hp Supercub, most students take around 5 hours to get the rating, depending on how you go it may be less. The cub is $183 dual an hour. I have alot of experience in tail wheel aircraft ranging from microlights to piper cubs and Pawnees. Give us a call if your keen
Join Date: Nov 2007
Location: somewhere down that-a-way
Posts: 57
Likes: 0
Received 0 Likes
on
0 Posts
Quote:
they tell me that wheeling a Pitts isn't a real option
I always 3 point the Pitts but I've seen one or two people wheel it on nicely. I've also been criticised by Alan Cassidy who recommends wheelers every time.
they tell me that wheeling a Pitts isn't a real option
I always 3 point the Pitts but I've seen one or two people wheel it on nicely. I've also been criticised by Alan Cassidy who recommends wheelers every time.
From what I have learnt, a wheeler is more manageable in a crosswind due to its better rudder authority and improved visibility.
Join Date: Aug 2003
Location: Perth
Posts: 430
Likes: 0
Received 0 Likes
on
0 Posts
3 Pointers vs Wheelers
Interesting comments.
If I flare a bit low, then the landing is a wheeler, oth if the flare is a bit high it turns out to be a three pointer.
I know one should be in better control, but most of us have the luxury of taking it as it comes.
I always used to three point for short-fielders until I saw an Ag pilot in a 185 wheel it on and stop in 50 meters. (yes, I guess it was empty)
If I flare a bit low, then the landing is a wheeler, oth if the flare is a bit high it turns out to be a three pointer.
I know one should be in better control, but most of us have the luxury of taking it as it comes.
I always used to three point for short-fielders until I saw an Ag pilot in a 185 wheel it on and stop in 50 meters. (yes, I guess it was empty)
Grandpa Aerotart
There should never really be a discussion along the lines of 3 point OR wheeler.
How about whatever is the most suitable given the specific aircraft - some aircraft display a very real preference, airstrip surface, weather conditions and load.
In the last month I have flown C185, C195 and Boeing Stearman...I did 3 pointers, wheelers and tail low wheelers depending on what was appropriate to the situation.
I virtually never wheel land on rough bush strips and I rarely 3 point on long sealed strips...but I can do either.
How about whatever is the most suitable given the specific aircraft - some aircraft display a very real preference, airstrip surface, weather conditions and load.
In the last month I have flown C185, C195 and Boeing Stearman...I did 3 pointers, wheelers and tail low wheelers depending on what was appropriate to the situation.
I virtually never wheel land on rough bush strips and I rarely 3 point on long sealed strips...but I can do either.
Join Date: Feb 2009
Location: australia
Posts: 415
Likes: 0
Received 0 Likes
on
0 Posts
There is a great little book written by Richard Bach of Jonathon Livingstone Seagul Fame "The Cannibal Queen" about a trip across the U.S. with his son in a Stearman.
Why "The Cannibal Queen" because if you get complacent and relax your stadards she will bite you on the Ar*e.
When ever I get into a tail dragger I just remember they are potentially all "Cannibal Queens".
Why "The Cannibal Queen" because if you get complacent and relax your stadards she will bite you on the Ar*e.
When ever I get into a tail dragger I just remember they are potentially all "Cannibal Queens".
Ahhh! ZK-JFG brings back fond memories as it was my second taildragger endorsement after a Cub ZK-BQS which was a lovely aircraft. The 180 was a lot more brutal and constantly reminded me too.
If ever one needs their flying skills sharpened a taildragger or helicopter is just the thing.
If ever one needs their flying skills sharpened a taildragger or helicopter is just the thing.
